The 'Planet' Replica official "launch" (not sure that's the right word for a locomotive) took place at the Museum of Science and Industry (MOSI) in Manchester on 2nd October 1992. For the first few steamings, 'Planet' conveyed only Invited Guests from the project sponsor, British Engine Insurance, but Public Steamings commenced at the end of October 1992.
The ambition to build a working 'Planet' goes back to at least 1984 when Doctor Richard Hills, talking about the replica 1830 coaches, told 'Railway World' said "One day, if finances allow, the dream might be realised of building a replica locomotive of the same period to go with the coaches".
By the time I became a working volunteer in 1988, the Museum was running steam train rides using steam locomotive 'Agecroft Number 3' or fireless steam locomotive 'Lord Ashfield'. The profits from these rides all went into the 'Planet Fund' and, with the support of British Engine Insurance, completion of the 'Planet' replica was assured.
Designing the Replica
Creating a copy of an 1830 locomotive is an ambitious task, carried out by Michael Bailey, as Planet Project Leader, heading a small design team. Modern Health and Safety requirements meant that the design could not be an accurate copy of the original and various compromises had to be introduced although the design sought to reproduce the appearance and performance of the original.
The original boiler was wrought iron of riveted construction with a working pressure around 50 pounds per square inch. It was decided to substitute a modern welded steel boiler. In the original 'Planet', feed water to the boiler was provided via a crosshead-driven water pump (briefly described in the post The Clack Valve). Since this type of pump can only be used when the locomotive is moving, it was decided to add an injector to the replica (anachronistic, as the injector was not invented until 30 years after 'Planet' was built). To ensure reliable operation of the injector, the working pressure of the replica was raised to 100 p.s.i. The increased steam pressure then determined that the cylinder dimensions be scaled down, to produce a similar tractive effort to the original 'Planet'.
The importance of brake power had not been fully appreciated when the original 'Planet' was built and only handbrakes on the tender were provided. Fitted with wooden brake blocks, they were of limited usefulness. To be acceptable for hauling passenger trains today, the 'Planet' replica was equipped with brakes using the British Rail 2-pipe air brake system and disc brakes (one disc on the driving axle and one on each of the two tender axles).
Building the Replica
The Museum was very different then - the Great Western Warehouse building had a large workshop with an overhead travelling crane. As much as possible of the production was carried out in this workshop by a mixture of paid staff and volunteers but specialist tasks, such as manufacture of castings or building the boiler, were sub-contracted to outside firms.
'Planet' was 'erected' on a short length of track in the workshop area. I wasn't much involved in the erection, although I remember balancing precariously on top of the boiler with another volunteer as the overhead crane lifted the chimney, the bottom of which we had to thread into the 'collar' on top of the smokebox.
'Planet' replica under construction (Photo: MOSI).
Testing the Replica
The 'Planet' team were keen to carry out trials to see just what the locomotive was capable of and I was involved in two sets of early trials - the first at the Great Central Railway, the second at the East Lancashire Railway.
At the Great Central, trials started on 15th February 1993. 'Planet' hauled the two reproduction 1830 coaches and, on at least some trips, a brake van. The leading compartment of the coach next to the locomotive carried a portable air compressor driven from a petrol engine to charge the air brake system. The engine pulled the train from Loughborough to Rothley and then coasted downhill back to Loughborough. I think a speed limit of 15 m.p.h. was imposed. The trials were not without incident. Grease lubrication on the tender axleboxes gave some trouble and required attention. On another run uphill, just before Swithland Reservoir, a welded bracket in the valve gear on one cylinder gave way. Having stopped the train, everybody on the train formed a search party scanning the line we'd just passed over looking for the missing parts. Once these had been retrieved, 'Planet' limped back to Loughborough on one cylinder and urgent repairs were carried out so that the tests could continue. Later in the month, 'Planet' gave short, demonstration trips carrying the public. There were also passenger carrying runs from Loughborough to Rothley, two for the sponsor, British Engine Insurance and a 'Newcomen Society Special' when Michael Bailey and I were on the footplate. Our Newcomen Society passengers returned to Loughborough on a service train hauled by 'Clun Castle' and we followed 'empty stock'. There was an illustrated report on these trials in the May 1993 edition of 'Railway World' and other reports in 'Steam Railway News', 'Steam Railway (and other titles as well, no doubt).
Most of the test runs at the East Lancashire Railway were between Bury and Ramsbottom, but I think some of the runs were beyond Ramsbottom. Once again, the leading compartment of the coach carried the portable air compressor. I remember a Great Western 'Toad' brakevan being hung on the back for at least some of the tests. Some of the trips were speed trials. My favorite trip was uphill with Stuart Mulliner where we were running in what seemed like the teeth of a gale and heavy rain. I was wearing a borrowed railway mackintosh which was whipped by the wind, eyes stinging in the rain, but 'Planet' just seemed to want to go. With no weather protection on the open footplate, I really felt we were learning how tough the early enginemen were. During the trials, I appeared in a newspaper (probably Manchester Evening News) but they insisted on calling me 'John Ford' (and made a rather curious reference to an "international service" - they probably meant 'inter-city') .
Article showing 'Planet' during the trials on the East Lancashire Railway.
In service at Manchester
At Manchester, the Museum's 'main line' originally divided into three sidings in the Upper Yard. The siding nearest the Power Hall had the inspection pit and was used for engine preparation. The next line was fenced to form the running line. The third siding was in the public area and rarely used, although (soon after I became involved) I remember a preserved tram converted for battery operation giving rides along this siding on special occasions. There was an island platform in between the inspection pit siding and the running line, equipped with a rather nice umbrella roof. Clearances didn't allow both lines to be used for passenger trains so the end of the inspection pit siding stabled a converted coach as a cafe run by volunteers with the name 'Chuffers'. The picture below of 'Planet' also shows the converted coach and the platform roof - both features now gone.
'Planet' (and a younger Jan) at the original platform at Manchester some time in the early 1990s (Photo: L. Walker, Wigan).
'Planet' settled into her role giving public rides in the Museum. Her appearance certainly caught the imagination of the visitors, although they were sometimes reluctant to believe that she was newly-built and not the original locomotive restored. For drivers, the slip eccentric valve gear could prove frustrating when it came to changing direction. A modern innovation was a valve gear indicator on the footplate to assist drivers. However, being chain driven, the indications could not be relied on and were best ignored (I was reminded of the comment about the indicator for the steam reverser on some Bulleid engines - "The biggest liar on the footplate"). Over the years, a number of alterations have been introduced to improve reliability.
Usually, 'Planet' runs with the two reproduction semi-open coaches but, occasionally, there's a little variety. When the replica was first commissioned, the handsome M.S. & L. 'tricomposite' coach was available. Later, the restored London and Birmingham Railway coach was used on very special occasions, as shown on the picture below.
'Planet' with a train including the restored London & Birmingham coach (Original Photo: MOSI).
The railway facilities were changed when the Museum decided that further parking facilities were needed in the Upper Yard. The third siding and platform were lost and the running line was shortened so as to terminate on the Water Street side of the power Hall. A new platform was constructed on the 'stub' of the third siding. The picture below shows the revised arrangements which had the effect of making the railway operation rather remote from the core of the Museum.
'Planet' at the now-abandoned platform on the shortened running line.
The trackwork was altered in the vicinity to the 1830 Warehouse, to provide a loop on the running line and an additional siding. These facilities were intended to allow greater operational flexibility, particularly on special occasions.
In 2005, 175 years after the opening of the Liverpool and Manchester Railway, the Museum of Science and Industry celebrated with the 'Riot of Steam' event, featuring replicas of contenders from the Rainhill Trials, together with the 'Planet' replica and, sadly not in steam, the veteran 'Lion'. The additional track facilities were fully utilised for this event. My pictures of 'Riot of Steam' are here.
'Riot of Steam' showing (L to R) 'Lion', 'Sans Pareil', 'Planet', 'Rocket' and 'Novelty'.
In 2009, it was decided to re-instate the running line to its original length. The original running line and the third siding had been lost during the car park extensions but the siding nearest the Power Hall (with the all-important Inspection Pit) remained. A new single platform was built on the car park side of the remaining siding, as shown below.
'Planet' standing at the platform now in use, with the Inspection Pit in the foreground.
In August 2009, 'Planet' welcomed a number of visiting locomotives during the 'Transport Festival'. There's a report hete
During the Transport Festival, 'Planet' hauls the passenger train, passing the 1879-built Beyer Peacock works shunter.
In 2010, a somewhat less-ambitious gala, featuring the 'Planet' replica and National Railway Museum's 'Rocket' replica, commemorated 180 years of the Liverpool and Manchester Railway. See my set of photographs titled Liverpool & Manchester 180th.
The 'Rocket' and 'Planet' replicas celebrate the Liverpool and Manchester Railway's 180th Birthday.
Out and about
Over the years, 'Planet' has made a number of visits to other sites, including Llangollen, Locomotion, Beamish, Great Central and National Railway Museum York. The only visit I was personally involved with was to York, which was great fun.
Still going strong
Any steam locomotive requires quite a lot of maintenance but, given that attention, a locomotive can have a long life. We look forward to 'Planet' continuing to thrill people with the "magic of steam" for a long time to come.
'Planet' on the 'Pineapple Line'.
Related posts in this blog
Early Locomotive Design.
The Planet Replica.
My Pictures
'Planet'.
Museum of Science and Industry, Manchester.
Liverpool & Manchester 175th.
Liverpool & Manchester 180th.
2009 Transport Festival.
